System and method for dampening impact to a vehicle

ABSTRACT

Systems and methods are provided for dampening impact to a vehicle. The system may include a vehicle frame component; a plurality of adjustable exterior vehicle body components coupled to the frame component, wherein the vehicle body components are on different sides of a vehicle and are configurable to dampen an external force exerted on the vehicle; a plurality of actuator components configured to adjust physical configurations of the vehicle body components relative to the frame component; a component configured to collect data representing an external environment of the vehicle; and one or more processors configured to detect, by processing the data, an external driving condition, wherein the external driving condition is an impending collision between the vehicle and one or more objects external to the vehicle, and when the external driving condition is detected, cause the actuator components to correspondingly adjust the physical configurations of the vehicle body components.

RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.17/327,896, entitled “System and Method for Dampening Impact to aVehicle” and filed May 24, 2021, which is a continuation of U.S. patentapplication Ser. No. 15/996,763, entitled “System and Method forDampening Impact to a Vehicle,” and filed Jun. 4, 2018, the disclosuresof each of which are hereby expressly incorporated by reference hereinin their entirety.

FIELD OF DISCLOSURE

The present disclosure generally relates to vehicle safety. Moreparticularly, the present invention disclosure relates to systems andmethods for modifying and controlling the physical structure of avehicle, in response to detecting an external driving condition, for thepurpose of improving vehicle passenger safety and reducing injury risk.

BACKGROUND

While exterior vehicle aesthetics have changed over time and varyamongst manufacturers, the general physical structure and functionalityof the exterior portion of vehicles has remained virtually the same.Conventional vehicle structures and frames were adapted so that a humancould effectively, safely, and manually, operate a vehicle. Further, thestructure of vehicles was designed to house and support heavy andcomplex machinery while also keeping vehicle passengers safe.Accordingly, existing physical vehicle structures are confined tocertain configurations and materials to accommodate these requirements.For instance, space must be devoted to the engine, cargo, steeringwheel, brake, accelerator, and gear shifter, and the driver must bepositioned to accessibly operate this equipment while having a clearview of the road and traffic in all directions. With existing vehicles,an end user must often choose what characteristic (e.g., safety,performance, passenger seating, cargo room, ability to traverse specificweather conditions, etc.) is of chief importance when deciding on anautomobile to operate. Moreover, improving the safety features of avehicle comes at the expense of vehicle aesthetics, performance, and/orpassenger amenities.

Existing vehicle safety technology has been limited in form and/orfunction in order to also conform to existing configurations. Each yearmillions of individuals are injured as a result of vehicular accidentsemanating from operator error, inattention, inexperience, misuse, ordistraction; inclement weather conditions; treacherous road conditions;and other driving environment conditions. The physical structure ofexisting vehicles is limited by the need to accommodate passengers andfunctional equipment to operate the vehicle, however, vehicle safetytechnology is often directed primarily towards, and incorporated within,the interior space of the vehicle. Therefore, a vehicle occupant islimited to specific vehicle safety devices (e.g., seatbelts, airbags,etc.) regardless of the vehicle's actions and/or driving conditionsexternal to the vehicle. Additionally, many of these technologies, suchas airbags, do not deploy until after a vehicle has already beeninvolved in a collision. Similarly, other existing vehicle safetytechnologies, such as seatbelts, can only perform a single function andprovide limited or no benefit in certain situations. In some instances,the existing safety technology installed in a vehicle can cause moreharm than it prevents because of the specific type of accident and/orthe physical attributes of the vehicle's passenger. A passenger'sspecific body position during a collision can affect how his/her body isimpacted by the collision, and just a few inches or degrees ofdifference in body positioning can be the difference between a passengerwalking away from a collision alive and unscathed, as opposed tolife-altering injuries or death. However, given the near-instantaneousnature of most accidents, it is almost impossible for a driver orpassenger to brace for impact or make changes to his/her position toreduce a risk of injury. Even if a passenger was somehow able to foreseean impending accident, his/her physical movement would be limited due tothe existing and confined standard interior vehicle configurations.Additionally, it would often be impossible for a human passenger todetermine, especially in an instant, what precise movements needed to bemade to avoid/reduce injury, make such movements, and/or verify suchmovements had been accurately taken.

The increase in autonomous and semi-autonomous vehicles has decreasedthe need for vehicles to be operated by humans. Autonomous andsemi-autonomous vehicles augment vehicle operators' information orreplace vehicle operators' control commands to operate the vehicle, inwhole or part, with computer systems based upon information collected byequipment within, or attached to, the vehicle. Consequently, there is adecreased need for vehicles to be confined to features andconfigurations, such as the physical structure, specifically designed toaccommodate human-operated vehicles.

SUMMARY

The present application disclosure provides a system and method fordampening impact to a vehicle by adjusting the physical configuration ofan adjustable exterior vehicle body component of a vehicle in responseto detecting an external driving condition.

In one embodiment, a system for dampening impact to a vehicle includes avehicle frame component, a plurality of adjustable exterior vehicle bodycomponents coupled to the vehicle frame component, wherein the vehiclebody components are on different sides of a vehicle and are configurableto dampen an external force exerted on the vehicle, and a plurality ofactuator components configured to adjust physical configurations of thevehicle body components relative to the vehicle frame component. Thesystem also includes a component configured to collect drivingenvironment data representing an external environment of the vehicle,and one or more processors configured to detect, by processing thedriving environment data, an external driving condition, wherein theexternal driving condition is an impending collision between the vehicleand one or more objects external to the vehicle. The one or moreprocessors are also configured to, when the external driving conditionis detected, cause the actuator components to correspondingly adjust thephysical configurations of the vehicle body components.

In one embodiment, a method for dampening impact to a vehicle includesreceiving, via one or more processors, data representing an externalenvironment of a vehicle; detecting, by processing the data using theone or more processors, an impending collision between the vehicle andone or more objects external to the vehicle; and causing, via aplurality of actuator components, a plurality of adjustable exteriorvehicle body components to correspondingly adjust physicalconfigurations of the vehicle body components relative to a vehicleframe component to dampen an external force on the vehicle when theimpending collision is detected, wherein the plurality of bodycomponents are on different sides of the vehicle.

In one embodiment, a system for dampening impact to a vehicle includesan adjustable exterior vehicle component configured to dampen anexternal force exerted on the vehicle, a vehicle frame componentconfigured to couple to the adjustable exterior vehicle component, anactuator component configured to adjust a physical configuration of theadjustable exterior vehicle component, and an external communicationcomponent configured to collect data representing an externalenvironment of the vehicle. The system also includes one or moreprocessors configured to receive driving environment data. The drivingenvironment data includes, or is derived from data that includes, thedata collected by the external communication component. The one or moreprocessors are also configured to detect, by processing the drivingenvironment data, an external driving condition, and, when the one ormore processors detect the external driving condition, cause theactuator component to adjust the adjustable exterior vehicle componentto a specific physical configuration.

In one embodiment, a method for dampening impact to a vehicle comprisesreceiving, via one or more processors, driving environment data;detecting, via the one or more processors, an external driving conditionbased on the received driving environment data; and causing, via anactuator component, an adjustable exterior vehicle component to adjustto a specific physical configuration when the one or more processorsdetect the external driving condition.

Advantages will become more apparent to those skilled in the art fromthe following description of the preferred embodiments which have beenshown and described by way of illustration. As will be realized, thepresent embodiments may be capable of other and different embodiments,and their details are capable of modification in various respects.Accordingly, the drawings and description are to be regarded asillustrative in nature and not as restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A depicts a block diagram of a first embodiment of a system forcontrolling an adjustable exterior vehicle component.

FIG. 1B is a detail block diagram of a vehicle computer that may be usedin the system of FIG. 1A.

FIG. 2A illustrates a first embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2B illustrates a second embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2C illustrates a third embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2D illustrates a fourth embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2E illustrates a fifth embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2F illustrates a sixth embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2G illustrates a seventh embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration.

FIG. 2H illustrates a first embodiment of an actuator componentconfigured to adjust the physical configuration of an adjustableexterior vehicle component.

FIGS. 2I.1 and 2I.2 illustrate top and side views, respectively, of asecond embodiment of an actuator component configured to adjust thephysical configuration of an adjustable exterior vehicle component.

FIG. 3 illustrates a method for adjusting the physical configuration ofan adjustable exterior vehicle component of a vehicle in response to aprocessor detecting an external driving condition.

DETAILED DESCRIPTION

The embodiments described herein relate to, inter alia, systems andmethods for adjusting the physical configuration of one or moreadjustable exterior vehicle body components of a vehicle in response todetecting an external driving condition affecting the vehicle.

FIG. 1A depicts a block diagram of a first embodiment of a system 100for controlling an adjustable exterior vehicle component. The system 100includes a vehicle 102, vehicle-based components 110, and one or moreobjects external to the vehicle 199 (hereinafter “external object 199”).The vehicle-based components 110 may include an external communicationcomponent 112, a vehicle computer 200, an interior data collectioncomponent 120, an actuator component 130, an adjustable exterior vehiclebody component 140, and a vehicle frame component 150. In operation,data relating to a vehicle's surrounding environment and/or operation iscollected and transmitted to the vehicle computer 200. The vehiclecomputer 200 analyzes this data to detect an external driving condition.When the vehicle computer 200 detects the external driving condition,the vehicle computer 200 causes the actuator component 130 to adjust thephysical configuration of the adjustable exterior vehicle body component140, relative to the vehicle frame component 150, from a first physicalconfiguration to a second physical configuration.

Although the system 100 is shown in FIG. 1A to include one vehicle 102,one external communication component 112, one interior data collectioncomponent 120, one actuator component 130, one adjustable exteriorvehicle body component 140, one vehicle frame component 150, oneexternal object 199, and one vehicle computer 200, it should beunderstood that different numbers of each may be utilized. For example,the system 100 may include a plurality of external communicationcomponents 112, all of which may be coupled to the vehicle 102 and incommunication with the vehicle computer 200. Furthermore, the storage orprocessing performed by the vehicle 200 may be distributed among aplurality of computers comprising a network.

The vehicle 102 may be an automobile, bus, boat, airplane, train,helicopter, tractor, forklift, or other machine employed by a user totravel, and may be an autonomous vehicle, a semi-autonomous vehicle, ora fully manual vehicle.

The external communication component 112 is configured to collectdriving environment data representative of an external environment ofthe vehicle 102. An external environment is the physical environmentand/or space outside of the vehicle 102. The external communicationcomponent 112 may be affixed on, to, and/or in the vehicle 102. Theexternal communication component 112 may include one or more oftransceivers, GPS units, sensors (e.g., a radar unit, LIDAR unit, motionsensor, ultrasonic sensor, infrared sensor, inductance sensor, camera,microphone, etc.), and/or any other suitable piece(s) of equipmentconfigured to collect data representative of the external environment tothe vehicle 102. In some embodiments where the external communicationcomponent 112 includes a transceiver, driving environment data may bereceived using wireless communication technology, such as Bluetooth,Wi-Fi, dedicated short-range communications (DSRC), or other existing orlater-developed communications protocols. For those embodiments in whichthe external communication component 112 includes a sensor, the externalcommunication component 112 may actively or passively scan the externalenvironment of the vehicle for one or more external objects 199.

In some embodiments, the external communication component 112 is amicrophone configured to recognizing external audio input, commands,and/or sounds of windows breaking, air bags deploying, tires skidding,conversations or voices of other drivers and/or pedestrians, music,rain, snow, or wind noise, and/or other sounds heard external to thevehicle 102 that may enable the processor 202 to detect an externaldriving condition.

Examples of the external object 199 include, but are not limited to, oneor more other vehicles, buildings, pedestrians, overpasses, curbs,guardrails, concrete barrier, traffic signs, shrubbery, structures,animals, and/or any other physical element that could come into physicalcontact with the vehicle 102 and be involved in anaccident/crash/collision. In some embodiments, the externalcommunication component 112 may collect data for determining thelocation, position, movement, speed, route, destination, and/ortrajectory of external object 199. The external communication component112 may also be configured to collect, receive, transmit, and/orgenerate data relating to current, future, and/or past drivingconditions, past/typical driving behavior of a nearby vehicle, theexternal object 199, and/or the environment external to the vehicle 102.Data collected, received, or generated by the external communicationcomponent 112 may be transmitted to the vehicle computer 200, or acomponent of the vehicle computer 200.

In some embodiments, the external communication component 112 mayinclude a transceiver configured to receive third party drivingenvironment data from the external object 199, a server, a network, aninfrastructure component, and/or another source. The infrastructurecomponents may include smart infrastructure or devices (e.g., sensors,transmitters, etc.) disposed within or communicatively connected tobuildings, transportation or other infrastructure, such as roads,bridges, viaducts, terminals, stations, fueling stations, trafficcontrol devices (e.g., traffic lights, toll booths, entry ramp trafficregulators, crossing gates, speed radar, cameras, etc.), bicycle docks,footpaths, or other infrastructure system components. Examples of othersources that may transmit driving environment data to the externalcommunication component 112 include mobile devices (e.g. smart phones,cell phones, lap tops, tablets, phablets, PDAs (Personal DigitalAssistants), computers, smart watches, pagers, hand-held mobile orportable computing devices, smart glasses, smart electronic devices,wearable devices, smart contact lenses, and/or other computing devices);smart vehicles; dash or vehicle mounted systems or original telematicsdevices; buildings; pedestrians; public transportation systems; smartstreet signs or traffic lights; smart infrastructure, roads, or highwaysystems (including smart intersections, exit ramps, and/or toll booths);smart trains, buses, or planes (including those equipped with Wi-Fi orhotspot functionality); smart train or bus stations; internet sites;aerial, drone, or satellite images; third party systems or data; nodes,relays, and/or other devices capable of wireless RF (Radio Frequency)communications; and/or other devices or systems that capture image,audio, or other data and/or are configured for wired or wirelesscommunication. In some embodiments, the driving environment datacollected may be derived from police or fire departments, hospitals,and/or emergency responder communications; police reports; municipalityinformation; automated Freedom of Information Act requests; and/or otherdata collected from government agencies and officials.

In some embodiments, if a driver has expressly agreed to participate ina program involving data collection/sharing, the external communicationcomponent 112 may also transmit the collected driving environment datato a third party receiver, database, server, infrastructure component,and/or network. In some embodiments, the collected driving environmentdata may be used to adjust, generate, and/or update an insurance policy,premium, rate, discount, and/or reward for the specific driver,passenger, and/or the insured individual. The external communicationcomponent 112 may be originally installed by a manufacturer of thevehicle 102, or installed as an aftermarket modification or addition tothe vehicle 102.

The external communication component 112 may include a clock configuredto time-stamp the date and time that driving environment data iscollected by the external communication component 112.

FIG. 1B depicts a detailed block diagram of the vehicle computer 200,according to one embodiment. The vehicle computer 200 is configured toreceive, transmit, process, analyze, and/or detect data relating to thevehicle 102 and its environment, and monitor/control various features,functions, and components of the vehicle 102. The vehicle computer 200may comprise one or more processors 202, a transceiver 204, a drivingcondition detection module 210, and an actuator control module 230. Thevehicle computer 200 may be originally installed by a manufacturer ofthe vehicle 102, or installed as an aftermarket modification or additionto the vehicle 102. The vehicle computer 200 may be configured to be incommunication with the external communication component 112, theinterior data collection component 120, and/or the actuator component130 of FIG. 1A. The transceiver 204 is configured to receive andtransmit data, and may be designed to send and receive information/dataaccording to predetermined specifications, such as a dedicatedshort-range communication (DSRC) channel, wireless telephony, Wi-Fi, orother existing or later-developed communications protocols. The vehiclecomputer 200 may include a user interface for a passenger to view,enter, and/or select information pertaining to his/herself, anotherpassenger, the vehicle 102, and/or the environment external to vehicle102.

The vehicle computer 200 may further include a number of softwareapplications stored in in the program memory of the driving conditiondetection module 210 and/or the actuator control module 230. In someembodiments the aforementioned modules may all be stored as softwaremodules within the same program memory. The various softwareapplications on the vehicle computer 200 may include specific programs,routines, or scripts for performing processing functions associated withthe methods and functions described herein. Additionally, the varioussoftware applications on the vehicle computer 200 may includegeneral-purpose software applications for data processing, databasemanagement, data analysis, network communication, web server operation,or other functions described herein or typically performed by a server.The various software applications may be executed on the same processor202 or on different processors. Additionally, or alternatively, thesoftware applications may interact with various hardware modules thatmay be installed within or connected to the vehicle 200. Such modulesmay implement part of all of the various exemplary methods discussedherein or other related embodiments. The memory units discussed hereinmay include one or more types of memory, including volatile memory(e.g., DRAM, SRAM, etc.), non-volatile memory (ROM, EEPROM, etc.),and/or secondary storage (e.g., hard drive, solid state, etc.).

The driving condition detection module 210 is configured to receive,store, and analyze the driving environment data to determine whether anexternal driving condition has been detected. Examples of an externaldriving condition which the processor 202 may be configured to detectinclude, but are not limited to, an impending automobile accident and/orany other condition that may pose a risk to, or change the nature of therisk to, the operation of the vehicle 102 and/or the safety of apassenger riding in the vehicle 102. The driving condition detectionmodule 210 may include a driving environment data storage 212, anexternal driving condition detection program memory 214, and an externaldriving condition detection criteria data storage 216. The drivingenvironment data storage 212 is configured to store the drivingenvironment data received, via the transceiver 204, from the externalcommunication component 112. The driving condition detection programmemory 214 stores program instructions for detecting one or moreexternal driving conditions based on the driving environment datacollected by the external communication component 112. The externaldriving condition detection program may comprise one or more algorithms,machine learning techniques, data comparison, and/or other techniquesfor detecting an external driving condition based on the drivingenvironment data. In some embodiments, external driving conditions maybe detected based on criteria data stored in the external drivingcondition detection criteria data storage 216, indicative of a thresholdand/or other criteria defining when a particular external drivingcondition exists.

In analyzing the driving environment data to detect an external drivingcondition, the processor 202 may analyze historical accident informationand/or test data involving vehicles having autonomous or semi-autonomousfunctionality. Factors that may be analyzed and/or accounted for by theprocessor 202 may include, but are not limited to, points of impact,vehicle type/style, vehicle behavior, vehicle speed, type of road, timeof day, type/length of trip, level of pedestrian traffic, level ofvehicle congestion, and/or other factors that could affect thelikelihood of a crash. The processor 202 may weigh certain factorsaccording to historical accident information, predicted accidents,vehicle trends, test data, and/or other considerations.

The actuator control module 230 is configured to determine a physicalconfiguration for the adjustable exterior vehicle component 140 that mayimprove the safety of, prevent injury to, and/or to protect one or morepassengers riding in/on the vehicle 102; and to cause the actuatorcomponent 130 to adjust the physical configuration of the adjustableexterior vehicle component 140 accordingly, in response to the externaldriving condition being detected. The actuator control module 230 mayinclude an actuator program memory 232, an AEVC configuration datastorage 234, an interior vehicle configuration data storage 236, and/orpassenger profile data storage 238. The actuator program memory 232 mayinclude program instructions that are executed to cause the actuatorcomponent 130 to move the adjustable exterior vehicle component 140. Itshould be appreciated that the term AEVC is an abbreviation for the term“adjustable exterior vehicle component.”

Data corresponding to physical configurations of the adjustable exteriorvehicle component 140 may be stored in the AEVC configuration datastorage 234. For example, the AEVC configuration data storage 234 maycontain data indicative of a default physical configuration, acurrent/initial physical configuration, a physical configuration set bya passenger or manufacturer, a range of physical configurations, and/orset of potential physical configurations to which adjustable exteriorvehicle component 140 may be adjusted in response to detecting anexternal driving condition. In some embodiments, a sensor component maycollect data representing the physical configuration of the adjustableexterior vehicle component 140 relative to the external environment ofthe vehicle 102, the vehicle frame component 150, and/or the externalobject 199. In some embodiments, the physical configuration of theadjustable exterior vehicle component 140 may be predetermined,determined in real-time, determined in response to interior vehicleconfiguration data stored in the interior vehicle configuration datastorage 236, determined in response to passenger data stored in thepassenger profile data storage 238, and/or determined in response to theprocessor 202 detecting an external driving condition. In someembodiments, the AEVC configuration data storage 234 may contain dataindicative of a physical configuration of the adjustable exteriorvehicle component 140 that minimizes the amount of impact/force/strain,resulting from a collision, felt by a passenger of the vehicle 102.Alternatively or additionally, the physical configuration may be onethat dampens/absorbs the maximum amount of impact/force/strain,resulting from a collision, exerted on the vehicle 102.

In determining a physical configuration of the adjustable exteriorvehicle component 140, the processor 202 may take into account apassenger's preferences and/or characteristics/traits. The passengerprofile data storage 238 may contain data indicative of one or morepassenger's physical characteristics, biometric traits, pre-existinghealth conditions, mental health status, and/or any other physiologicalconditions. Examples of a passenger's preferences may include apassenger selected and/or preferred location, orientation, position,and/or configuration within the vehicle 102. Examples of passengerprofile data include, but are not limited to, a passenger's height,weight, gender, age, education level, profession,disabilities/impairments/limitations, and/or pregnancy status. In someembodiments, passenger profile data is collected using the interior datacollection component 120 and/or transmitted to the vehicle computer 200from a third party device, server, network, or other remote database.

Referring now back to FIG. 1A, the interior data collection component120 is configured to collect data indicative of an interiorconfiguration of the vehicle 102 and/or data corresponding to one ormore passengers inside the vehicle 102, and transmit the collected datato the vehicle computer 200, or a component of the vehicle computer 200(e.g., the interior vehicle configuration data storage 236). Forexample, the interior data collection component 120 may be configured tocollect data representing the presence of one or more passengers/animalsin the vehicle 102, and/or the location/position/orientation of the oneor more passengers/animals (e.g., relative to the adjustable exteriorvehicle component 140, vehicle frame component 150, etc.).

The interior data collection component 120 may also be configured tocollect data indicative of the one or more passengers' physicalcharacteristics, biometric traits, pre-existing health conditions,and/or any other physiological conditions. The interior data collectioncomponent 120 may include one or more sensors, such as an occupancysensor, a motion sensor, a thermometer, a weight sensor, a pressuresensor, a biometric sensor, a camera, a microphone, and/or any otherdevice equipped to collect data relating to any other measurable eventor physical phenomenon within the vehicle 102. The interior datacollection component 120 may comprise multiple components. The interiordata collection component 120 may include a clock configured totime-stamp the date and time that data is collected by the interior datacollection component 120. The interior data collection component 120 maybe removably or fixedly installed within the vehicle 102 and may bedisposed in various arrangements to collect passenger data. The interiordata collection component 120 may be a mobile device, conductingelectrode, and/or wearable device affixed to a passenger of the vehicle102. The interior data collection component 120 may be housed within,under, and/or above the vehicle 102. The interior data collectioncomponent 120 may be in hardwired and/or wireless communication with thevehicle computer 200. The interior data collection component 120 may bedesigned to operate according to predetermined specifications, such as adedicated short-range communication (DSRC) channel, wireless telephony,Wi-Fi, or other existing or later-developed communications protocols.

The actuator component 130 is configured to mechanically controlmovement of one or more mechanisms of the adjustable exterior vehiclecomponent 140, relative to the vehicle frame component 150, in order toreduce the risk of injury to one or more vehicle passengers. Theactuator component 130 may use electronic, pneumatic, hydraulic,thermal, and/or magnetic means to mechanically operate the adjustableexterior vehicle component 140. The actuator component 130 may adjustthe entire adjustable exterior vehicle component 140 or a part, portion,or section of the adjustable exterior vehicle component 140. Theactuator component 130 may be configured to receive a command, or amessage/signal indicative of a command, from the actuator control module230, to adjust the physical configuration of the adjustable exteriorvehicle component 140 in response to the vehicle computer 200 detectingan external driving condition. In some embodiments, the actuator controlmodule 230 generates an analog or digital power signal to control theactuator 130. The actuator component 130 may be configured tomechanically adjust the physical configuration, orientation, and/orposition of the adjustable exterior vehicle component 140. The actuatorcomponent 130 may include, and/or be coupled to, a mechanical spring,rotary platform, polyurethane material, hydraulic fluid system,telescoping apparatus, piston strut, shock absorber and/or othercomponent/device configured to dampen/absorb/reduce/lessen/diminish aforce exerted on the vehicle 102.

Examples of adjusting the physical configuration, orientation, orposition of the adjustable exterior vehicle component 140 include, butare not limited to, adjusting the yaw angle, pitch angle, and/or rollangle of the adjustable exterior vehicle component 140. Other examplesof adjusting the physical configuration, orientation, and/or positioninclude, but are not limited to, moving the adjustable exterior vehiclecomponent 140 in at least one of a forward, backward, upward, downward,clockwise, counterclockwise, or lateral direction relative to thevehicle frame component 150. For example, in response to detecting thevehicle 102 is going to be in a head-on collision, the actuatorcomponent 130 may rotate the adjustable exterior vehicle component 140to absorb as much of the impact generated by the collision as possible.In this manner, adjusting the physical configuration of the adjustableexterior vehicle component 140 may reduce the risk of a passengerexperiencing whiplash and/or broken bones, tissue damage, and/or anotherinjury caused by the collision.

Examples of the actuator component 130 include, but are not limited to,a gear system, motor, a coupling component, and/or other deviceconfigured to move the adjustable exterior vehicle component 140,relative to the vehicle frame component 150, to improve the safety of avehicle passenger. The actuator component 130 may be originallyinstalled by a manufacturer of the vehicle 102, or installed as anaftermarket modification or addition to the vehicle 102. In someembodiments, the actuator component 130, or a component coupled to theactuator component 130, may physically couple the adjustable exteriorvehicle component 140 and the vehicle frame component 150. In someembodiments, a plurality of actuator components 130 may be used toadjust the physical configuration of the adjustable exterior vehiclecomponent 140. Conversely, in some embodiments, the vehicle 102 mayinclude a plurality of adjustable exterior vehicle components 140, andthe physical configuration of each individual adjustable exteriorvehicle component 140 may be adjusted by one or more respective actuatorcomponent(s) 130.

In some embodiments, the actuator component 130 may include a strutsystem with one or more legs of adjustable length. In such embodiments,when the processor 202 detects an impending collision between thevehicle 102 and an external object 199, for example, the strut actuatorcomponent(s) 130 may lengthen one or more of its legs and/or shortensome of its legs to adjust the physical configuration of the adjustableexterior vehicle component 140 in order to dampen the impact of thecollision and prevent a passenger traveling in the vehicle 102 fromsustaining an injury (such as hitting his/her head) caused by thecollision.

The adjustable exterior vehicle component 140 is a physical element,unit, device, and/or apparatus affixed to, on, or in the vehicle 102.The adjustable exterior vehicle component 140 is configured to have itsphysical configuration adjusted by the actuator component 130 inresponse to the vehicle computer 200 detecting an external drivingcondition. The adjustable exterior vehicle component 140 may include,and/or be coupled to, a mechanical spring, rotary platform, polyurethanematerial, hydraulic fluid system, telescoping apparatus, piston strut,shock absorber and/or other component/device configured todampen/absorb/reduce/lessen/diminish a force exerted on the vehicle 102.In some embodiments and/or scenarios, adjusting the physicalconfiguration of the adjustable exterior vehicle component 140 to dampenthe impact caused by an external vehicle condition (e.g., a collision)may reduce the risk of/prevent injury to one or more passengers of thevehicle 102.

The adjustable exterior vehicle component 140 may be originallyinstalled by a manufacturer of the vehicle 102, installed as anaftermarket modification or addition to the vehicle 102. Examples of theadjustable exterior vehicle component 140 include, but are not limitedto, a vehicle body, a vehicle shell, a vehicle shield, a bumper, anexternal airbag, an external surface, and/or other exterior element.

The adjustable exterior vehicle component 140 may be in a first physicalconfiguration, orientation, or position prior to the vehicle computer200 detecting an external driving condition. The external communicationcomponent 112 may collect data corresponding to the first physicalconfiguration of the adjustable exterior vehicle component 140, beforeand/or during operation of the vehicle 102, so that the processor 202has reference data from which to evaluate whether a passenger is at riskof sustaining an injury if an external condition is detected. The firstphysical configuration of the adjustable exterior vehicle component 140may be set by a manufacturer, the vehicle computer 200 (or a componentof the vehicle computer 200), or manually by an end user or passenger.The first physical configuration of the adjustable exterior vehiclecomponent 140 may be set to a physical configuration that optimizesoperation of the vehicle 102 (e.g., a more aerodynamic configuration).In response to the vehicle computer 200 detecting an external drivingcondition, the actuator component 130 may adjust/move the adjustableexterior vehicle component 140 to a second physical configuration inorder to dampen the impact from the impending collision, and reduce therisk of injury to a passenger riding in the vehicle 102.

In some embodiments, the physical configuration of the adjustableexterior vehicle component 140 may not be adjusted in response to theprocessor 202 detecting an external driving condition, because theprocessor 202 determines that a passenger is not at risk of sustainingan injury, and/or that the current first physical configuration of theadjustable exterior vehicle component 140 is already in a physicalconfiguration that will sufficiently dampen impact, and thussufficiently reduces the risk of injury to a passenger riding in thevehicle 102. For example, in embodiments in which the processor 202 maydetermine that the vehicle 102 is going to collide with an externalobject, the current physical configuration of the adjustable exteriorvehicle component 140 may nonetheless be maintained because theprocessor 202 has determined that adjustable exterior vehicle component140 is already in the best physical configuration to protect apassenger, and/or adjusting the physical configuration of the adjustableexterior vehicle component 140 could increase the risk of injury to thepassenger.

The vehicle frame component 150 is a physical element, unit, device,and/or apparatus contained within the vehicle 102. The vehicle framecomponent 150 is configured to have its physical configuration remainstatic relative to the adjustable exterior vehicle component 140. Thevehicle frame component 150 may be a structural support, frame,enclosure, foundation, platform, reinforcement, and/or other piece(s) ofequipment/system that houses the interior space of the vehicle 102and/or physically supports the vehicle 102. The vehicle frame component150 is configured to maintain the physical configuration of passengerstraveling in the vehicle 102 while the physical configuration of theadjustable exterior vehicle component 140 is adjusted.

In one embodiment of the system 100, as depicted in FIG. 1A, prior toand/or during operation of the vehicle 102, a sensor component maycollect data representing the physical configuration of the adjustableexterior vehicle component 140 relative to the external environment ofthe vehicle 102, the vehicle frame component 150, and/or the externalobject 199. The processor 202 may store this physical configuration datain the AEVC configuration data storage 234. Additionally, prior toand/during the operation of the vehicle 102, the interior datacollection component 120 may collect data indicative of a physicalconfiguration of the interior space of the vehicle 102 and/or passengerdata corresponding to a passenger riding in the vehicle 102. Theprocessor 202 may store the interior space configuration data in theinterior vehicle configuration data storage 236 and may store thepassenger data in the passenger profile data storage 238. This data iscollected so that the processor 202 has a reference point of pertinentinformation for assessing whether a passenger riding in the vehicle 102is at risk of sustaining an injury while in the vehicle 102. Thereafter,the external communication component 112 collects driving environmentdata and transmits the driving environment data to the vehicle computer200. The vehicle computer 200 receives the driving environment data viathe transceiver 204, and the processor 202 stores the drivingenvironment data in the driving environment data storage 212. After thedriving environment data is collected, received, and stored in thedriving environment data storage 212, the processor 202 executes anexternal driving condition detection program, stored in the externaldriving condition detection program memory 214, which is configured toanalyze the driving environment data to determine whether a hazardousexternal driving condition exists.

When the processor 202 detects the external driving condition, theprocessor 202 executes an actuator program stored in the actuatorprogram memory 232 to cause the actuator component 130 to adjust thephysical configuration of the adjustable exterior vehicle component 140from the first physical configuration to a second physicalconfiguration, stored as AEVC physical configuration data in the AEVCconfiguration data storage 234. In response to detecting the externaldriving condition, the actuator component 130 then adjusts theadjustable exterior vehicle component 140 to the second physicalconfiguration in order to dampen impact/force caused by the externaldriving condition. Dampening the impact/force caused by the externaldriving condition may reduce the risk of injury to, minimize injury to,and/or protect one or more passengers of the vehicle 102.

By way of a non-limiting example to demonstrate this embodiment of thesystem 100, a sensor (e.g., the external communication component 112)coupled to the vehicle 102 collects data (driving environment data)representing the position and speed of a vehicle (e.g., object 199)driving in close proximity to the vehicle 102. The sensor transmits thisdata to a processor 202 (within the vehicle computer 200), and theprocessor 202 detects, based on this data, whether the vehicle 102 andthe nearby vehicle may collide by comparing, for example, the twovehicle's positions, speeds, and/or trajectories. When the processor 202determines that the vehicle 102 and the nearby vehicle may collide, theprocessor 202 causes the actuator component 130 to adjust the physicalconfiguration of an external vehicle body (e.g., the adjustable exteriorvehicle component 140) from its current configuration (the “first”physical configuration) to a second physical configuration in order toprepare the vehicle 102 for impact, dampen the force caused by thecollision, and reduce the risk of the passenger sustaining an injuryresulting from the collision between the vehicle 102 and the othervehicle.

FIG. 2A illustrates a first embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. As FIG. 2Aillustrates, vehicle 102A comprises an adjustable exterior vehiclecomponent 140A, a vehicle frame component 150A, a first actuatorcomponent 130.1A, and a second actuator component 130.2A. The adjustableexterior vehicle component 140A is disposed in a first physicalconfiguration 142A external to the vehicle frame component 150A. Each ofthe first actuator component 130.1A and the second actuator component130.2A is configured to physically couple the adjustable exteriorvehicle component 140A and the vehicle frame component 150A, and toadjust the physical configuration of the adjustable exterior vehiclecomponent 140A. In this embodiment, the first actuator component 130.1Aand the second actuator component 130.2A may include, or be coupled to,a gear system, a mechanical spring, rotary platform, telescopingapparatus, piston strut, shock absorber, and/or other device configuredto adjust the physical configuration of the adjustable exterior vehiclecomponent 140A. The vehicle frame component 150A is disposed in aphysical configuration 152A. In this embodiment, the first actuatorcomponent 130.1 A and/or the second actuator component 130.2A rotatesthe adjustable exterior vehicle component 140A about a yaw angle 146A,relative to the vehicle frame component 150A, from the first physicalconfiguration 142A to a second physical configuration 144A in responseto the vehicle 102A computer determining that an external drivingcondition has been detected. The vehicle frame component 150A, however,remains static by maintaining the physical configuration 152A. Forexample, in a scenario in which a processor (e.g., the processor 202 ofFIG. 1B) detects that the vehicle 102A is going to collide with avehicle 199A approaching the front-left corner of the vehicle 102A, theprocessor may cause the actuator component 130A to rotate the physicalconfiguration of the adjustable exterior vehicle component 140A from acurrent/initial physical configuration (here, the first physicalconfiguration 142A) clockwise or counter-clockwise about a yaw angle toa new physical configuration (here, counter-clockwise to the secondphysical configuration 144A) to dampen/reduce the impact/force createdby the impending collision between the vehicle 102A and the vehicle199A. Dampening the impact caused by the impending collision may reducethe risk of/prevent injury to a passenger of the vehicle 102A.

FIG. 2B illustrates a second embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. As FIG. 2Billustrates, vehicle 102B comprises an adjustable exterior vehiclecomponent 140B, a vehicle frame component 150B, and an actuatorcomponent 130B. The adjustable exterior vehicle component 140B isdisposed in a first physical configuration 142B external to the vehicleframe component 150B. The actuator component 130B is configured tophysically couple the adjustable exterior vehicle component 140B and thevehicle frame component 150B, and to adjust the physical configurationof the adjustable exterior vehicle component 140B. In this embodiment,the actuator component 130B may include, or be coupled to, a gearsystem, a mechanical spring, rotary platform, telescoping apparatus,piston strut, shock absorber, and/or other device configured to adjustthe physical configuration of the adjustable exterior vehicle component140B. The vehicle frame component 150B is disposed in a physicalconfiguration 152B. In this embodiment, the actuator component 130Brotates the adjustable exterior vehicle component 140B about a yaw angle146B, relative to the vehicle frame component 150B, from the firstphysical configuration 142B to a second physical configuration 144B inresponse to the vehicle 102B computer determining that an externaldriving condition has been detected. The vehicle frame component 150B,however, remains static by maintaining the physical configuration 152B.For example, in a scenario in which a processor (e.g., the processor 202of FIG. 1B) detects that the vehicle 102B is going to collide with avehicle 199B approaching the back-left corner of the vehicle 102B, theprocessor may cause the actuator component 130B to rotate the physicalconfiguration of the adjustable exterior vehicle component 140B from acurrent/initial physical configuration (here, the first physicalconfiguration 142B) clockwise or counter-clockwise about a yaw angle toa new physical configuration (here, clockwise to the second physicalconfiguration 144B) to dampen/reduce the impact/force created by theimpending collision between the vehicle 102B and the vehicle 199B.Dampening the impact caused by the impending collision may reduce therisk of/prevent injury to a passenger of the vehicle 102B.

FIG. 2C illustrates a third embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. FIG. 2C mayrepresent the same embodiment shown in FIG. 2B, for example, but in ascenario where the other vehicle approaches from a different direction.As FIG. 2C illustrates, vehicle 102C comprises an adjustable exteriorvehicle component 140C, a vehicle frame component 150C, and an actuatorcomponent 130C. The adjustable exterior vehicle component 140C isdisposed in a first physical configuration 142C external to the vehicleframe component 150C. The actuator component 130C is configured tophysically couple the adjustable exterior vehicle component 140C and thevehicle frame component 150C, and to adjust the physical configurationof the adjustable exterior vehicle component 140C. In this embodiment,the actuator component 130C may include, or be coupled to, a gearsystem, a mechanical spring, rotary platform, telescoping apparatus,piston strut, shock absorber, and/or other device configured to adjustthe physical configuration of the adjustable exterior vehicle component140C. The vehicle frame component 150C is disposed in a physicalconfiguration 152C. In this embodiment, the actuator component 130Crotates the adjustable exterior vehicle component 140C about a yaw angle146C, relative to the vehicle frame component 150C, from the firstphysical configuration 142C to a second physical configuration 144C inresponse to the vehicle 102C computer determining that an externaldriving condition has been detected. The vehicle frame component 150C,however, remains static by maintaining the physical configuration 152C.For example, in a scenario in which the processor detects that thevehicle 102C is going to be T-boned by an approaching vehicle 199C, theprocessor may cause the actuator component 130C to rotate the physicalconfiguration of the adjustable exterior vehicle component 140C from acurrent/initial physical configuration (the first physical configuration142C) by 90 degrees about a yaw axis to a new physical configuration(the second physical configuration 144C), to dampen/reduce theimpact/force created by the impending collision between the vehicle 102Cand the vehicle 199C. Dampening the impact caused by the impending sidecollision may reduce the risk of/prevent injury to a passenger of thevehicle 102C.

FIG. 2D illustrates a fourth embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. As FIG. 2Dillustrates, vehicle 102D comprises an adjustable exterior vehiclecomponent 140D, a vehicle frame component 150D, a first actuatorcomponent 130.1D, and a second actuator component 130.2D. The adjustableexterior vehicle component 140D is disposed in a first physicalconfiguration 142D external to the vehicle frame component 150D. Each ofthe first actuator component 130.1D and the second actuator component130.2D is configured to physically couple the adjustable exteriorvehicle component 140D and the vehicle frame component 150D, and toadjust the physical configuration of the adjustable exterior vehiclecomponent 140D. In this embodiment, the first actuator component 130.1Dand the second actuator component 130.2D may include, or be coupled to,a gear system, a mechanical spring, rotary platform, telescopingapparatus, piston strut, shock absorber, and/or other device configuredto adjust the physical configuration of the adjustable exterior vehiclecomponent 140D. The vehicle frame component 150D is disposed in aphysical configuration 152D. In this embodiment, the first actuatorcomponent 130.1D and/or the second actuator component 130.2D adjust theadjustable exterior vehicle component 140D inward a length 146.1D and/oroutward a length 146.2D, relative to the vehicle frame component 150D,from a first physical configuration 142D to a second physicalconfiguration 144D in response to the vehicle computer determining thatan external driving condition has been detected. The vehicle framecomponent 150D, however, remains static by maintaining the physicalconfiguration 152D. For example, in a scenario in which a processor(e.g., the processor 202 of FIG. 1B) detects that the vehicle 102D isgoing to collide with a vehicle 199D, the processor may cause theactuator component to adjust the physical configuration of theadjustable exterior vehicle component from a current/initial physicalconfiguration (the first physical configuration 142D) forwards/backwardsto a new physical configuration (the second physical configuration 144D)in anticipation of the impending collision to dampen/reduce theimpact/force when the collision occurs between the vehicle 102D and thevehicle 199D. Adjusting the physical configuration of the adjustableexterior vehicle component 140D prior to the collision may lessen theimpact/force experienced by the vehicle frame 150D, or a componentaffixed to the vehicle frame 150D. Dampening the impact caused by theimpending collision may reduce the risk of/prevent injury to a passengerof the vehicle 102D. It should be appreciated that the first actuatorcomponent 130.1D and the second actuator component 130.2D may beconfigured to extend outward and/or contract inwards, independently orin unison, in response to the processor detecting an external drivingcondition. It should also be appreciated that in some embodiments thefirst actuator component 130.1D and second actuator component 130.2D maybe a single actuator component configured to move the physicalconfiguration of the adjustable exterior vehicle component 140D in abackwards/forwards motion.

FIG. 2E illustrates a fifth embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. As FIG. 2Eillustrates, vehicle 102E comprises an adjustable exterior vehiclecomponent 140E, a vehicle frame component 150E, and an actuatorcomponent 130E. The adjustable exterior vehicle component 140E isdisposed in a first physical configuration 142E external to the vehicleframe component 150E. The actuator component 130E is configured tophysically couple the adjustable exterior vehicle component 140E and thevehicle frame component 150E, and to adjust the physical configurationof the adjustable exterior vehicle component 140E. In this embodiment,the actuator component 130E may include, or be coupled to, a gearsystem, a mechanical spring, rotary platform, telescoping apparatus,piston strut, shock absorber, and/or other device configured to adjustthe physical configuration of the adjustable exterior vehicle component140E. The vehicle frame component 150E is disposed in a physicalconfiguration 152E. In this embodiment, the actuator component 130Eextends the adjustable exterior vehicle component 140E a length 146Efrom the first physical configuration 142E to a second physicalconfiguration 144E in response to the vehicle computer determining thatan external driving condition has been detected. The vehicle framecomponent 150E, however, remains static by maintaining the physicalconfiguration 152E. For example, in a scenario in which the processordetects that the vehicle 102E is going to be T-boned by an approachingvehicle 199E, the processor may cause the actuator component 130E toadjust the physical configuration of the adjustable exterior vehiclecomponent 140E from a current/initial physical configuration (the firstphysical configuration 142E) outwards to a new physical configuration(the second physical configuration 144E), to dampen/reduce theimpact/force created by the impending collision between the vehicle 102Eand the vehicle 199E. Dampening the impact caused by the impending sidecollision may reduce the risk of/prevent injury to a passenger of thevehicle 102E. It should be appreciate that in some embodiments theadjustable exterior vehicle component 140E may be adjusted from a firstphysical configuration (e.g., 144E) inwards to a second physicalconfiguration (e.g., 142E) to dampen/reduce the impact/force created bythe impending collision between the vehicle 102E and the vehicle 199E.

FIG. 2F illustrates a sixth embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. As FIG. 2Fillustrates, vehicle 102F comprises an adjustable exterior vehiclecomponent 140F, a vehicle frame component 150F, and an actuatorcomponent 130F. The adjustable exterior vehicle component 140F isdisposed in a first physical configuration 142F external to the vehicleframe component 150F. The actuator component 130F is configured tophysically couple the adjustable exterior vehicle component 140F and thevehicle frame component 150F, and to adjust the physical configurationof the adjustable exterior vehicle component 140F. In this embodiment,the actuator component 130F may include, or be coupled to, a gearsystem, a mechanical spring, rotary platform, telescoping apparatus,piston strut, shock absorber, and/or other device configured to adjustthe physical configuration of the adjustable exterior vehicle component140F. The vehicle frame component 150F is disposed in a physicalconfiguration 152F. In this embodiment, the actuator component 130Frotates the adjustable exterior vehicle component 140F about a rollangle 146F, relative to the vehicle frame component 150F, to a secondphysical configuration 144F in response to the vehicle computerdetermining that an external driving condition has been detected. Thevehicle frame component 150F, however, remains static by maintaining thephysical configuration 152F. For example, in a scenario in which aprocessor (e.g., the processor 202 of FIG. 1B) detects that the vehicle102F is going to be in a collision with an approaching vehicle 199F, theprocessor may cause the actuator component 130F to adjust the physicalconfiguration of the adjustable exterior vehicle component from acurrent/initial physical configuration (the first physical configuration142F) about a roll angle to a new physical configuration (the secondphysical configuration 144F), to dampen/reduce the impact/force createdby the impending collision between the vehicle 102F and the vehicle199F. Dampening the impact caused by the impending collision may reducethe risk of/prevent injury to a passenger of the vehicle 102F.

FIG. 2G illustrates a seventh embodiment and scenario in which anadjustable exterior vehicle component may be adjusted from a firstphysical configuration to a second physical configuration. As FIG. 2Gillustrates, vehicle 102G comprises an adjustable exterior vehiclecomponent 140G and a vehicle frame component 150G. The adjustableexterior vehicle component 140G is disposed in a first physicalconfiguration 142G external to the vehicle frame component 150G. Thevehicle frame component 150G is disposed in a physical configuration152G. The adjustable exterior vehicle component 140G is adjusted about apitch angle 146G, relative to the vehicle frame component 150G, to asecond physical configuration 144G in response to the vehicle computerdetermining that an external driving condition has been detected.Accordingly, the adjustable exterior vehicle component 140G rotates in aclockwise or counter-clockwise motion (relative to a profile view of thevehicle 102G). The vehicle frame component 150G, however, remains staticby maintaining the physical configuration 152G. For example, in ascenario in which a processor (e.g., the processor 202 of FIG. 1B)detects that the vehicle 102G is going to be in a collision with anapproaching vehicle 199G, the processor may cause the actuator componentto adjust the physical configuration of the adjustable exterior vehiclecomponent from a current/initial physical configuration (the firstphysical configuration 142G) about a pitch angle to a new physicalconfiguration (the second physical configuration 144G) to dampen/reducethe impact/force created by the impending collision between the vehicle102G and the vehicle 199G. Dampening the impact caused by the impendingcollision may reduce the risk of/prevent injury to a passenger of thevehicle 102G.

FIG. 2H illustrates a first embodiment of an actuator componentconfigured to adjust the physical configuration of an adjustableexterior vehicle component. As FIG. 2H illustrates, and as previouslydiscussed, an actuator component 130H is configured to physically couplethe adjustable exterior vehicle component 140H and the vehicle framecomponent 150H, and to adjust the physical configuration of theadjustable exterior vehicle component 140H while the vehicle framecomponent 150H maintains a static physical configuration. In someembodiments, the actuator component 130H may include a rotatablecomponent 132H, an impact dampening component 134H, and/or a strutcomponent 136H. The rotatable component 132H is configured to rotate thephysical configuration of the adjustable exterior vehicle component 140Habout a yaw angle 146.1H, a roll angle 146.2H, and/or a pitch angle146.3H, relative the vehicle frame component 150H, which remains static.The rotatable component 132H may be a single component (e.g., agyroscope, a gear, a cog) or multiple components (e.g., multiple gears,cogs, etc.). The impact dampening component 134H is configured todampen/absorb/reduce/lessen/diminish a force exerted on an important orsensitive portion of a vehicle (e.g., the vehicle frame component 150Hand possibly other components having a fixed configuration relative tothe vehicle frame component 150H). The impact dampening component 134Hmay be a mechanical spring, polyurethane material, hydraulic fluidsystem, shock absorber, and/or other material or device configured todampen a force exerted on the vehicle. It should be appreciated that theimpact dampening component 134H may be a single component, a singlecomponent utilizing a plurality of impact dampening technologies, ormultiple components. The strut component 136H is configured to adjustthe physical configuration of the adjustable exterior vehicle component140H. In some embodiments, the strut component 136H is coupled with theimpact dampening component 134H to act as an impact dampening systemsuch as a mechanical spring, piston strut, shock absorber, and/or othersystem configured to dampen a force exerted on the vehicle. In someembodiments, the strut component 136H may be partially or whollyenclosed within the impact dampening component 134H. In someembodiments, the impact dampening component 134H may be partially orwholly enclosed within the strut component 136H. In some embodiments theimpact dampening component 134H and the strut component 136H may be asingle component. In some embodiments, the strut component 136H isconfigured to extend/contract to adjust the physical configuration ofthe adjustable exterior vehicle component 140H by a length of 146.4H,relative to the vehicle frame component 150H. It should be appreciatedthat the actuator component 130H may include a plurality of rotatablecomponents 132H, impact dampening components 134H, and/or strutcomponents 136H. In some embodiments, the actuator component 130H mayoperate like a Stewart strut system, where the vehicle frame component150H is a platform component that remains in a static physicalconfiguration. The actuator component 130H may be used in embodimentsand scenarios such as those described in FIGS. 2A, 2B, 2C, 2D, 2E, 2F,and 2G, for example.

FIG. 2I.1 illustrates a profile view of a second embodiment of anactuator component configured to adjust the physical configuration of anadjustable exterior vehicle component. As FIG. 2I.1 illustrates, and aspreviously discussed, an actuator component 130I is configured tophysically couple the adjustable exterior vehicle component 140I and thevehicle frame component 150I, and to adjust the physical configurationof the adjustable exterior vehicle component 140I while the vehicleframe component 150I maintains a relatively static physicalconfiguration. In some embodiments, the actuator component 130I mayinclude a first rotatable component 132.1I, a second rotatable component132.2I, a third rotatable component 132.3I, an impact dampeningcomponent 134I, and a strut component 136I. Each of the first rotatablecomponent 132.1I, the second rotatable component 132.2I, and the thirdrotatable component 132.3I may be a single component (e.g., a gyroscope,a gear, a cog) or multiple components (e.g., multiple gears, cogs,etc.). The first rotatable component 132.1I is configured to couple theimpact dampening component 134I and the adjustable exterior vehiclecomponent 140I, and to adjust the physical configuration of theadjustable exterior vehicle component 140I inwards/outwards. In someembodiments, the first rotatable component 132.1I may be configured tolock (e.g., using a gear teeth or cog system) into the impact dampeningcomponent 134I in order to restrict movement of the adjustable exteriorvehicle component 140I. The second rotatable component 132.2I isconfigured to couple the strut component 136I and the vehicle framecomponent 150I, and to adjust the physical configuration of the strutcomponent 136I inwards/outwards in order to adjust the physicalconfiguration of the adjustable exterior vehicle component 140Iinwards/outwards. In some embodiments, the second rotatable component132.2I may be configured to lock (e.g., using a gear teeth or cogsystem) into the strut component 136I in order to restrict movement ofthe adjustable exterior vehicle component 140I. The impact dampeningcomponent 134I is configured to dampen/absorb/reduce/lessen/diminish aforce exerted on the vehicle that includes the vehicle frame component150I. The third rotatable component 132.3I is configured to rotate thephysical configuration of the actuator component 130I about a yaw angle,a roll angle, and/or a pitch angle, relative the vehicle frame component150I, which remains static. The impact dampening component 134I may beor include a mechanical spring, polyurethane material, hydraulic fluidsystem, piston strut, shock absorber, and/or other material or deviceconfigured to dampen a force exerted on the vehicle. An exteriorportion, or a part of the exterior portion, of the impact dampeningcomponent 134I may include gears, grooves, cogs, or teeth configured toclasp with the gears, grooves, cogs, or teeth of the first rotatablecomponent 132.1I. It should be appreciated that the impact dampeningcomponent 134I may be a single component, a single component utilizing aplurality of impact dampening technologies, or multiple components. Thestrut component 136I is configured to adjust the physical configurationof the adjustable exterior vehicle component 140I. The exterior portion,or a part of the exterior portion, of the strut component 136I mayinclude gears, grooves, cogs, or teeth configured to clasp with thegears, grooves, cogs, or teeth of the second rotatable component 132.2I.In some embodiments, the strut component 136I is coupled with the impactdampening component 134I to act as an impact dampening system such as amechanical spring, piston strut, shock absorber, and/or other systemconfigured to dampen a force exerted on the vehicle. In someembodiments, the strut component 136I may be partially or whollyenclosed within the impact dampening component 134I. In one embodiment,for example, in anticipation of impact, the strut component 136I may beadjusted to telescope/compress to a position that is wholly or partiallywithin the impact dampening component 134I in order to dampen impact tothe vehicle. In such embodiments, the strut component 136I may remainfixed/fastened/secured within the strut component 134I after absorbingthe impact to the vehicle. Conversely, strut component 136I may bereleased from within the strut component 134I, e.g. by the spring-loadedsystem, as a result of the impact to the vehicle. In some embodiments,for example, impact to the vehicle may cause the strut component 136I tocompress into the impact dampening component 134I, in a manner thatcompresses the spring and thereby dampens the impact. The firstrotatable component 132.1I and/or the second rotatable component 132.2Imay be configured to rotate, respectively, in order to adjust thephysical configuration of the exterior adjustable vehicle component140I, the impact dampening component 134I, and/or the strut component136I. In some embodiments, the impact dampening component 134I mayprepare to dampen a force as the first rotatable component 132.1I and/orthe second rotatable component 132.2I move. For example, in anembodiment in which the first rotatable component 132.1I and the secondrotatable component 132.2I are cogs, and the impact dampening component134I is a mechanical spring, movement of the cog 132.1I and/or cog132.2I may cause the mechanical spring to load (in preparation fordampening impact) while also adjusting the physical configuration of theadjustable exterior vehicle component 140I. In the embodimentillustrated, the adjustable exterior vehicle component 140I iscontracted inward and fastened into a spring-locked physicalconfiguration, that absorbs an incoming force, when the first rotatablecomponent 132.1I moves in a counterclockwise direction, about grooves ofthe impact dampening component 134I, and the second rotatable component132.2I moves in a counterclockwise direction, about grooves of a strutcomponent 136I. However, it should be appreciated that in someembodiments, the first rotatable component 132.1 moves in a clockwisedirection, about grooves of the impact dampening component 134I, and thesecond rotatable component 132.2I moves in a clockwise direction, aboutgrooves of a strut component 136I. The grooves of the first rotatablecomponent 132.1I and the grooves on the exterior of the impact dampeningcomponent 134I, as well as the grooves of the second rotatable component132.2I and the grooves of the exterior of the strut component 136I, areconfigured to lock such that the adjustable exterior vehicle component140I is prevented from rebounding/recoiling after absorbing the incomingforce. In some embodiments, in response to the vehicle computerdetermining that an external driving condition has been detected, thephysical configuration of the actuator component 130I may be adjusted bythe third rotatable component 132.3I about a yaw angle, pitch angle,and/or roll angle in order to absorb force at the expect point ofimpact. The actuator component 130I may be used in embodiments andscenarios such as those described in FIGS. 2A, 2B, 2C, 2D, 2E, 2F, 2G,and/or 2G, for example.

FIG. 2I.2 illustrates a top view of the actuator 130I. The componentsillustrated in FIG. 2I.2 correspond to and operate in the same manner asthe like-numbered components shown in FIG. 2I.1. In this embodiment, forexample, in response to the vehicle computer determining that anexternal object is going to collide with the back left side of thevehicle, the physical configuration of the actuator component 130I isadjusted by the third rotatable component 132.3I about a yaw angle 146Iin order to absorb force at the expected point of impact.

FIG. 3 illustrates a method 300 in which the physical configuration ofan adjustable exterior vehicle component of a vehicle (e.g., theadjustable exterior vehicle component 140 of the vehicle 102 in FIG. 1A)is adjusted in response to a processor (e.g., processor 202 of FIG. 1B)detecting an external driving condition. In some embodiments, the method300 is a method for implementing an embodiment of the system 100 forcontrolling the physical configuration of an adjustable exterior vehiclecomponent. For example, the method 300 may be implemented as describedabove in connection with FIGS. 1A and 1B. Accordingly, the method 300may be partially or completely implemented on the vehicle computer 200.

In the method 300, driving environment data indicative of a physicalenvironment external to the vehicle is acquired (block 310). Drivingenvironment data may be collected, generated, and/or received using anexternal environment component (e.g., the external environment component112 of FIG. 1A). In some embodiments, some or all of the drivingenvironment data may be received from a third party device, machine,server, network, and/or database. Once collected, the drivingenvironment data may be stored locally within the vehicle, for examplein the driving environment data storage 212 of the vehicle computer 200,and/or transmitted remotely to a third party device, machine, server,network, and/or database (e.g., if a driver has expressly agreed toparticipate in a program involving data collection/sharing). In someembodiments, the third party device, machine, server, network, and/ordatabase may be associated with or operated by or on behalf of aninsurance provider. The third party device, machine, server, network,and/or database may be configured to receive, collect, and/or analyzedriving environment data and/or other data in accordance with any of themethods described herein. For example, driving environment data may bereceived, either directly or through an intermediate network, from othervehicles traveling on the same road as the vehicle and/or aninfrastructure component along the road, either directly or through anintermediate network. The vehicle may receive the driving environmentdata in order to respond/react to conditions within a drivingenvironment.

The received driving environment data is analyzed (e.g., by theprocessor 202 of the vehicle computer 200 of FIG. 1A) (block 320). Insome embodiments, the driving environment data is analyzed in real-timeto determine whether an external driving condition exists that may behazardous to the operation of the vehicle and/or a passenger's safety.In one embodiment, the driving environment data may be analyzed bycomparing acquired driving environment data corresponding to currentdriving environment conditions, and/or previously collected drivingenvironment data corresponding to past driving environment conditions.Examples of current driving environment conditions may include objectscurrently near the vehicle, objects within the current trajectory of thevehicle, current traffic conditions, current road conditions, currentweather conditions, and/or any other data about the current state of thedriving environment external to the vehicle. Past conditions may includepast traffic conditions, past road conditions, past weather conditions,and/or any other data about the previous state of the drivingenvironment external to the vehicle. Past conditions may also includedata about conditions that are similar to the current conditions and mayfurther include data about conditions in the same or similar locations,as well as past behavior/actions of the same or similar type of vehicle,driver, pedestrian, and/or animal near the vehicle.

The driving environment data may also be analyzed to predict thelikelihood of a collision. For example, the expected path of a nearbyvehicle may be predicted, in furtherance of determining whether anexternal driving condition exists.

The method 300 detects whether an external driving condition existsbased on the analysis of the driving environment data (block 330). Theexistence of an external driving condition may be determined bycomparing the driving environment data with a maximum or minimumcriteria/threshold that is indicative of the point at which an externaldriving condition is detected. In some embodiments, thecriteria/threshold indicative of the point at which an external drivingcondition is detected may be stored in a data storage unit (for examplethe external driving condition criteria data storage 216 of FIG. 1B). Todetect the external driving condition, the driving environment data, orthe value corresponding to the driving environment data, may need to beequal to/the same as, less than, or greater than the criteria/threshold,or a value corresponding to the criteria/threshold, for example.

These thresholds may apply directly to the driving environment data, ormay apply to a more advanced driving environment data analysis. Forexample, in one embodiment configured to detect whether an adjacentvehicle is going to collide with the vehicle (the external drivingcondition), data corresponding to the distance between the vehicle andthe adjacent vehicle (the driving environment data) may be analyzed by aprocessor. In such an embodiment, the threshold for detecting animpending collision may be a distance between the two vehicles that is2-feet or less. Consequently, when the analysis of the drivingenvironment data reveals the distance between the vehicle and theadjacent vehicle is only 1.5-feet, the processor detects that there is arisk of an impending collision (thereby detecting the existence of theexternal driving condition). However, an impending collision may not bedetected until the adjacent vehicle and the vehicle are within 2 feet orless of each other. In this way, until the external driving condition isdetected, unnecessarily adjusting the physical configuration of theadjustable exterior vehicle component may be avoided.

Further, depending on other relevant conditions, different thresholdvalues (i.e. larger or smaller) may be used to detect an externaldriving condition. For example, in detecting the likelihood of animpending collision (the external driving condition) between a vehicleand a nearby vehicle based on the distance between the two vehicles,weather conditions, traffic conditions, and/or road conditions may betaken into account in determining a threshold value. In such anembodiment, when it is snowing and the road is icy, the thresholdindicative of an impending collision may increase from “2 feet or less”to “10 feet or less” between the two vehicles because of the increasedrisk of a vehicle skidding.

Alternatively, in an embodiment, the driving environment data may beused to calculate a different value associated with the likelihood of anexternal driving condition occurring. In such an embodiment, theexternal driving condition may be detected when the determined valueexceeds a predetermined value, indicative of the likelihood of anexternal driving condition occurring. The calculated value may reflect,for example, a predicted probability of a collision between the vehicleand an external object, or predicted likelihood of an injury to apassenger traveling in the vehicle. For example, based on the analysisof the collected driving environment data, an impending collision may bedetected when there is a 75% chance or higher likelihood that thevehicle and the external object will collide. In another example, basedon the analysis of the collected driving environment data, an externaldriving condition may be detected because the external driving conditionis indicative of an above 50% chance that a passenger of the vehicle maysuffer an injury.

While some embodiments of the method 300 have been discussed usingindividual thresholds to detect an external driving condition, it shouldbe appreciated that detection of an external driving condition mayentail the use of multiple criteria and/or thresholds, and/or machinelearning (as discussed further below). Further, an embodiment using morethan one criteria/threshold may not require that everycriterion/threshold be met/exceeded to determine a driving conditionexists. For example, in one embodiment and scenario, drivingenvironmental data may be analyzed to determine whether a moving vehicle(such as the external object 199 of FIG. 1A) is going to collide with astationary vehicle (such as the vehicle 102 of FIG. 1A). Data related tocriteria such as the distance between the moving vehicle and thestationary vehicle, the speed of the moving vehicle, the trajectory ofthe moving vehicle, the slipperiness of the road on which the movingvehicle is driving on, whether the stationary vehicle is parked or justhas the brakes temporarily applied, whether the stationary vehicle hassufficient space or time to move out of the trajectory of the vehicle,and/or any other relevant criteria, may be analyzed to detect whether acollision between the two vehicles may occur. While the speed of thevehicle may be determined to not exceed a threshold indicative of animpending collision with the stationary vehicle, the external drivingcondition of collision between the two vehicles may nonetheless still bedetected because the slipperiness of the road exceeds a certainthreshold value and the stationary vehicle is parked and does not haveadequate space and/or time to move out of the trajectory of the movingvehicle.

In some embodiments, one or more real-time calculations may beperformed, using the driving environment data, to determine whether anexternal driving condition exists. In an example in which the vehicle isstopped but another vehicle (the external object) is approaching thevehicle, driving environment data corresponding to the approachingvehicle's speed and the distance between the two vehicles may beanalyzed to determine whether a collision will occur. The collectingdriving environment data may be used to calculate whether theapproaching vehicle is travelling at a speed for which it would bephysically incapable of stopping, given the distance between the twovehicles, without colliding with the stopped vehicle. In anotherexample, driving environment data corresponding to a speed limit inkilometers per hour may be collected and then converted into a speedlimit in miles per hour in furtherance of detecting an external drivingcondition.

When the external driving condition is not detected, then the methodreturns to block 310 to collect more driving environment data andrepeats the method 300 as described above (e.g., on a periodic basis).However, when the external driving condition is detected, then themethod proceeds to block 340.

In response to detecting the external driving condition, an actuatorcomponent (such as the actuator component 130 of FIG. 1A) is caused toadjust the physical configuration of the adjustable exterior vehiclecomponent (such as the adjustable exterior vehicle component 140 of FIG.1A) to a second physical configuration (block 340). The second physicalconfiguration may correspond to data stored in a data storage unit (e.g.the AEVC configuration data storage 234 of FIG. 1B).

In some embodiments, passenger data, collected by an interior datacollection component (such as the interior data collection component 120of FIG. 1A) and stored in a data storage (such as the interior vehicleconfiguration data storage 236 and/or passenger profile data storage 238of FIG. 1B), may also be used to determine and/or affect the secondphysical configuration of the adjustable exterior vehicle component. Forexample, if a passenger is pregnant, this information may be factoredinto determining how/where to cause the actuator component to adjust theadjustable exterior vehicle component because certain movements (e.g.rapid or sharp movements) and/or configurations (e.g. a configurationthat puts pressure on the passenger's stomach) may be detrimental to thepregnant passenger and/or her child.

Similarly, for example, if a passenger has a back injury/condition,moving the adjustable exterior vehicle component to a certainconfiguration may cause the passenger discomfort and/or may furtheraggravate the condition. Therefore, this passenger information may beconsidered in determining how to adjust the adjustable exterior vehiclecomponent.

After the second physical configuration of the adjustable exteriorvehicle component has been determined, the physical configuration of theadjustable exterior vehicle component may be adjusted from the firstphysical configuration to the second physical configuration (block 350).

In some embodiments of the method 300, information received, generated,calculated, detected, and/or determined during the method 300 may bestored for future use (block 360). Stored information may include, butis not limited to, the driving environment data collected at block 310,the external driving condition detected at block 330, and/or the secondphysical configuration determined at block 340. Storing this informationfor future use may be used to improve the accuracy and speed ofanalyzing driving environment data, detecting an external drivingcondition, training machine learning models that may be used fordetecting the external driving condition, determining a physicalconfiguration of an adjustable exterior vehicle component, and/oradjusting the adjustable exterior vehicle component. The recordedinformation may be stored locally in the vehicle computer and/or may betransmitted to a third party machine (e.g., if a driver has expresslyagreed to participate in a program involving data collection/sharing).In some embodiments, recorded information may be used for generating,adjusting, evaluating, investigating, analyzing, or prospectinginsurance coverage, parameters of the insurance policy (e.g., adeductible), a premium, a rate, a discount, and/or a reward for thespecific driver, passenger, or the insured individual.

The processor may take into account the existence of multiple passengersin the vehicle when determining the second physical configuration of theadjustable exterior vehicle component. For example, in an embodiment inwhich two passengers are traveling in the vehicle, when the processordetects an external driving condition, the processor may consider thephysical configuration of both passengers' seats (and/or externalconditions) before adjusting the adjustable exterior vehicle componentto avoid harming either passenger. Thus, for example, when the processordetermines the vehicle is set to collide head-on with another vehicle,the adjustable exterior vehicle component may be adjusted to a physicalconfiguration to minimize injury to both passengers and/or to avoid thecollision.

In some embodiments, the external driving condition may be detectedusing machine learning techniques, such as cognitive learning, deeplearning, combined learning, heuristic engines and algorithms, and/orpattern recognition techniques. For example, the processor 202 mayimplement a model that is trained using supervised or unsupervisedmachine learning, and the machine learning program may employ a neuralnetwork (e.g., a convolutional neural network, a deep learning neuralnetwork, or a combined learning module or program that learns in two ormore fields or areas of interest). Machine learning may involveidentifying and recognizing patterns in existing data in order tofacilitate making predictions for subsequent data. Models may be createdbased upon example inputs in order to make valid and reliablepredictions for novel inputs.

In some embodiments, machine learning techniques may also, or instead,be utilized to determine when the existence of an external drivingcondition is sufficiently hazardous to warrant adjusting the physicalconfiguration of the adjustable exterior vehicle component, and/or todetermine the best manner in which to adjust the physical configuration.In such embodiments, the driving environment data may be considered incombination with passenger data to evaluate whether the risk warrantsadjusting the physical configuration of the adjustable exterior vehiclecomponent.

Additionally or alternatively, the machine learning programs may betrained by inputting sample data sets or certain data into the programs,such as image, mobile device, insurer database, and/or third-partydatabase data. The machine learning programs may utilize deep learningalgorithms that may be primarily focused on pattern recognition, and maybe trained after processing multiple examples. The machine learningprograms may include Bayesian program learning (BPL), voice recognitionand synthesis, image or object recognition, optical characterrecognition, and/or natural language processing—either individually orin combination. The machine learning programs may also include naturallanguage processing, semantic analysis, automatic reasoning, and/ormachine learning.

In supervised machine learning, a processing element may be providedwith example inputs and their associated outputs, and may seek todiscover a general rule that maps inputs to outputs, so that whensubsequent novel inputs are provided the processing element may, basedupon the discovered rule, accurately predict the correct output. Inunsupervised machine learning, the processing element may be required tofind its own structure in unlabeled example inputs. In one embodiment,machine learning techniques may be used to extract the relevant data forone or more user device details, user request or login details, userdevice sensors, geolocation information, image data, the insurerdatabase, a third-party database, and/or other data.

In one embodiment, a processor (and/or machine learning or heuristicengine or algorithm discussed herein) may be trained by providing itwith a large sample of images and/or user data with knowncharacteristics or features, such as historical vehicle data and/or pastauto claim data. Based upon these analyses, the processing element maylearn how to identify characteristics and patterns that may then beapplied to analyzing user device details, user vehicle details, userdevice sensors, geolocation information, image data, the insurerdatabase, a third-party database, and/or other data. For example, theprocessing element may learn, with the user's permission or affirmativeconsent, to identify the user and/or insured vehicles, and/or learn toidentify insured vehicles characteristics. The processing element mayalso predict which vehicles are more prone to be classified as a totalloss in the event of a vehicle collision, such as by vehiclecharacteristics determined from vehicle or other data.

Additional Considerations

Unless specifically stated otherwise, discussions herein using wordssuch as “processing,” “computing,” “calculating,” “determining,”“detecting,” “presenting,” “displaying,” or the like may refer toactions or processes of a machine (e.g., a computer) that manipulates ortransforms data represented as physical (e.g., electronic, magnetic, oroptical) quantities within one or more memories (e.g., volatile memory,non-volatile memory, or a combination thereof), registers, or othermachine components that receive, store, transmit, or displayinformation.

As used herein any reference to “one embodiment” or “an embodiment”means that a particular element, feature, structure, or characteristicdescribed in connection with the embodiment is included in at least oneembodiment. The appearances of the phrase “in one embodiment” in variousplaces in the specification are not necessarily all referring to thesame embodiment.

Some embodiments may be described using the expression “coupled” and“connected” along with their derivatives. For example, some embodimentsmay be described using the term “coupled” to indicate that two or moreelements are in direct physical or electrical contact. The term“coupled,” however, may also mean that two or more elements are not indirect contact with each other, but yet still cooperate or interact witheach other. The embodiments are not limited in this context.

As used herein, the terms “comprises,” “comprising,” “includes,”“including,” “has,” “having” or any other variation thereof, areintended to cover a non-exclusive inclusion. For example, a process,method, article, or apparatus that comprises a list of elements is notnecessarily limited to only those elements but may include otherelements not expressly listed or inherent to such process, method,article, or apparatus. Further, unless expressly stated to the contrary,“or” refers to an inclusive or and not to an exclusive or. For example,a condition A or B is satisfied by any one of the following: A is true(or present) and B is false (or not present), A is false (or notpresent) and B is true (or present), and both A and B are true (orpresent).

In addition, use of the “a” or “an” are employed to describe elementsand components of the embodiments herein. This is done merely forconvenience and to give a general sense of the description. Thisdescription, and the claims that follow, should be read to include oneor at least one and the singular also includes the plural unless it isobvious that it is meant otherwise.

Although the preceding text sets forth a detailed description ofnumerous different embodiments, it should be understood that the legalscope of the invention is defined by the words of the claims set forthat the end of this patent. The detailed description is to be construedas example only and does not describe every possible embodiment, asdescribing every possible embodiment would be impractical, if notimpossible. One could implement numerous alternate embodiments, usingeither current technology or technology developed after the filing dateof this patent, which would still fall within the scope of the claims.

It should also be understood that, unless a term is expressly defined inthis patent using the sentence “As used herein, the term ‘______’ ishereby defined to mean . . . ” or a similar sentence, there is no intentto limit the meaning of that term, either expressly or by implication,beyond its plain or ordinary meaning, and such term should not beinterpreted to be limited in scope based upon any statement made in anysection of this patent (other than the language of the claims). To theextent that any term recited in the claims at the end of this patent isreferred to in this patent in a manner consistent with a single meaning,that is done for sake of clarity only so as to not confuse the reader,and it is not intended that such claim term be limited, by implicationor otherwise, to that single meaning. Finally, the patent claims at theend of this patent application are not intended to be construed under 35U.S.C. § 112(f) unless traditional means-plus-function language isexpressly recited, such as “means for” or “step for” language beingexplicitly recited in the claim(s).

The systems and methods described herein are directed to an improvementto computer functionality, and improve the functioning of conventionalcomputers.

What is claimed:
 1. A system comprising: one or more processorsconfigured to: upon detecting an impending collision between a vehicleand one or more external objects, cause a plurality of actuatorcomponents to correspondingly adjust physical configurations of aplurality of adjustable exterior vehicle body components that partiallysurround a vehicle frame component in order for the exterior vehiclebody component to absorb an external force exerted on the vehicle duringthe collision.
 2. The system of claim 1, further comprising: the vehicleframe component; the plurality of adjustable exterior vehicle bodycomponents; the plurality of actuator components; and, an externalcommunication component configured to actively scan an externalenvironment of the vehicle for one or more external objects.
 3. Thesystem of claim 1, wherein the one or more processors are configured todetect the impending collision by at least one of (i) determining aclosing speed between the vehicle and the one or more objects externalto the vehicle, or (ii) determining a distance between the vehicle andthe one or more objects external to the vehicle.
 4. The system of claim1, wherein the one or more processors are configured to detect theimpending collision by determining at least one of (i) a predictedtrajectory of the vehicle, or (ii) a predicted trajectory of the one ormore objects external to the vehicle.
 5. The system of claim 2, whereinthe external communication component is at least one of (i) a sensorconfigured to sense the external environment of the vehicle, or (ii) atransceiver configured to collect data from one or more sources externalto the vehicle.
 6. The system of claim 1, wherein the actuatorcomponents are configured to adjust the physical configurations of thevehicle body components by adjusting at least one of yaw angles, pitchangles, or roll angles of the vehicle body components relative to thevehicle frame component.
 7. The system of claim 1, wherein the actuatorcomponents are configured to adjust the physical configurations of thevehicle body components by moving the external vehicle body componentsin at least one of forward, backward, upward, downward, clockwise,counterclockwise, or lateral directions relative to the vehicle framecomponent.
 8. The system of claim 1, further comprising a plurality offrame coupling components configured to couple the vehicle bodycomponents to the vehicle frame component, wherein the actuatorcomponents include gear assemblies that are coupled to the framecoupling components and are configured to cause the vehicle bodycomponents to move relative to the vehicle frame component.
 9. Thesystem of claim 8, wherein the one or more processors are configured tocause the actuator components to correspondingly adjust the physicalconfigurations of the vehicle body components by: determining, based onthe driving environment data, impact absorption physical configurationsof the vehicle body components that would cause the vehicle bodycomponents to absorb the external force exerted on the vehicle; andcausing the gear assemblies to adjust the physical configurations of thevehicle body components to the impact absorption physicalconfigurations.
 10. The system of claim 1, wherein a first vehicle bodycomponent of the vehicle body components includes at least one of amechanical spring, a rotary platform, polyurethane material, a hydraulicfluid system, a telescoping apparatus, a piston strut, or a shockabsorber.
 11. A method comprising: upon detecting an impending collisionbetween a vehicle and one or more external objects, adjusting, via aplurality of actuator components, a physical configuration of aplurality of adjustable exterior vehicle body components that partiallysurround a vehicle frame component, wherein the exterior vehicle bodycomponents absorb an external force exerted on the vehicle resultingfrom the collision.
 12. The method of claim 11, further comprising:scanning, via an external communication component, an externalenvironment of the vehicle for the one or more external objects;receiving, via one or more processors, data representing the externalenvironment of the vehicle; and, detecting, by processing the data usingthe one or more processors, the impending collision between the vehicleand the one or more objects external to the vehicle.
 13. The method ofclaim 11, wherein detecting the impending collision includes at leastone of (i) determining a closing speed between the vehicle and the oneor more objects external to the vehicle, or (ii) determining a distancebetween the vehicle and the one or more objects external to the vehicle.14. The method of claim 11, wherein detecting the impending collisionincludes determining at least one of (i) a predicted trajectory of thevehicle, or (ii) a predicted trajectory of the one or more objectsexternal to the vehicle.
 15. The method of claim 11, further comprisingdetecting the data with at least one of (i) a sensor configured to sensethe external environment of the vehicle, or (ii) a transceiverconfigured to collect the data from one or more sources external to thevehicle.
 16. The method of claim 11, wherein the actuator components areconfigured to adjust the physical configurations of the vehicle bodycomponents by adjusting at least one of yaw angles, pitch angles, orroll angles of the vehicle body components relative to a vehicle framecomponent.
 17. The method of claim 11, wherein the actuator componentsare configured to adjust the physical configurations of the vehicle bodycomponents by moving the vehicle body components in at least one offorward, backward, upward, downward, clockwise, counterclockwise, orlateral directions relative to the vehicle frame component.
 18. Themethod of claim 11, wherein the vehicle body components are coupled tothe vehicle frame components by a plurality of frame couplingcomponents, and the actuator components include gear assemblies that arecoupled to the frame coupling components and are configured to cause thevehicle body components to move relative to the vehicle frame component.19. The method of claim 18, further comprising: determining, based onthe data, impact absorption physical configurations of the vehicle bodycomponents that would cause the vehicle body components to absorb theexternal force exerted on the vehicle; and causing the gear assembliesto adjust the physical configurations of the vehicle body components tothe impact absorption physical configurations.
 20. The method of claim11, wherein a first vehicle body component of the vehicle bodycomponents includes at least one of a mechanical spring, a rotaryplatform, polyurethane material, a hydraulic fluid system, a telescopingapparatus, a piston strut, or a shock absorber.